Motor and drive transmission arrangement between axially aligned vehicle driving wheels



Dept. 29, 1953 A, Q PETERSON 2,653,673

MOTOR AND DRIVE TRANSMISSION ARRANGEMENT BETWEEN AXIALLY ALIGNEDVEHIOLEDRIVING WHEELS Filed Jan. 1l, 1950 4 Sheets-Sheet l Sept. 29,1953 A. c. PETERSON V MOTOR AND DRIVE TRANSMISSION ARRANGEMENT BETWEENAXIALLY ALIGNED VEHICLE DRIVING WHEELS Filed Jan. ll, 1950 4Sheets-Sheet 2 Sept. 29, 1953 A. c. PETERSON 2,653,673

MOTOR AND DRIVE TRANSMISSION ARRANGEMENT BETWEEN AXIALLY ALIGNED VEHICLEDRIVING WHEELS Filed Jan. ll, 1950 4 Sheets-Sheet 3 A. C. PETERSON sept.29, 1953 2,653,673 MOTOR AND DRIVE TRANSMISSION ARRANOEMENT BETWEENAXIALLY ALIGNED VEHICLE DRIVING WHEELS 4 Sheets-Sheet 4 Filed Jan. ll,1950 INVENTOR.

` means.

Patented Sept. 29, 1.953

UN'I TED 'ES FICE A2,653,67'13 .Morn AND )DRIVE TRANSMISSION ARRANGMENIBETWEEN "AXILLY v'LIGNED VEHICLE DRIVING WHEELS VAdolphe 0.4Peterson-,i'EdinmfMinm Application January 11, 1950", 'Serial No.137,904r

(Cl-.i 180-58) 5: Claims. 1.

`My invention relates to'means for power "application inautomotive'drive means Wherefore it 'is' called Motor andDriveTransmission "Arrangement Between AXiallyAligned Vehicle Drivingwheels.

The:principal* objects "of "my inventionv are" to provide a means forthe Aapplication-'of driving power from* an engine toroacl Wheelsinanauto- 'mobila which means'shall be more simple inlits construction,Ycheaper in its manufacture, cheaper ink 'maintenance thanA such'meansvfor this purpose, as are generally used. A chief object is to" providevsuch a means lina form `which is compact in its vcon-struction, andAwhich Aoccupiesrelatively little 'space' in its vapplication inanautomobile construction. A chief object is to provide able use in `anengine :anddrive construction of the opposed piston operationv whichfhasvbeen found in other applications to provide simplicity and economy inits use, and to therefore provide its advantages in automotiveconstruction, Without" great complication, but with rather a reductioninv the Vcomplication in engine .and driving In general the Objectis toimprove upon V v"automc'itive engine and driving imeansforisuch means,f' as automobiles, trucks, tractors,buses, i or` other automotive means.

The'- 'principal devices and combinations 'of'fd'evices, comprisingmyinvention, areias herein-A -after described and as defined in theclaim-s. y'In the accompanying drawingsy which: illustrate my inventionin several differentIorrns,'like` characters refer tol like' partsthroughout' the views in so far as practicable. Referring to thedrawings:

`Yof- Figures 2 vand 5, and3.

Figure-2 is asectionon averticaliplane passing throughlthe'axes of thew-heelpropel1er shafts Vand thefroa'd Wheels, thissectionnbeingfon thevlines-22 of Figuresfl and-=6,.some, parts being shown. inf full-` sidekelevation and Y. some `parts being. broken away.

f-Figu-re 3.isa vertical section on the lines3-3 of Figures 1 and 6,some parts being shown" :Figureiis' asection similar to that of Figure?1 Lbut "showing vonly one vof i the Huidl clutching "means in enlargedscale, some associated-adiacent 'parts vofthe device-being N4shownbroken away, 'and'V somepartsl being shown in' full4r plan view. Theother clutching 4means is simi-lar.

"'Figure' is a detailview in vertica1-sectionfon the line" 5*-"5v ofFigure l; this v'iewshowing only "one ofl the bearing mountingsofoneVroad 'Wheel mounting means.

Figure 46' isa view ing-horizontalr plane of? the "deviceas-appliedl tovan' automotive chassis, at" the rear end^or-one^ end ofthe chassis,this viewfbeing on a' scaleionly about one-half that fthe viewaFigures1,`2`,53, 51

Figure 7 is afvievv'iny horizontal sectiolifthrough the' =axes^of thel`principall operating' elementsl `lof a modified form of my device, thisview being "similaritoy that ofFigurev 1, butshoWing-only a lpartoftheLengine, and showing a: niciclie'd` form road'wheel's" notbeingshown.

Referring v`firstA to Figures 1--to -6, both inclusive, the numeral Iindicates` an engine 'casing and 'crank' case constructionfwhich! hastwofcrank sections 2 an'd"3, respectively,each placed in'- the samehorizontal plane,V the cranksections being united by'an `intermediate'section denotedl.

gfThe'cranki'sections 2 and v'3 'are so formed' that 'gitudinally' ofthey chassis VofV theautomobile in 'which they'areplacd, theJ crank''shafti being m'ountedinfbearing elements 'l'fand thefcra'nk-sha`ft"6`-`being mounted in bearing "elementsv 8. The crank shafts4 5-and 6 rotate inthe horizontal planeand'rotate on axes parallel to ea`chV other `and placed longitudinally off the chassis.

iThe intermediate section-i4 isso-formed-th'at thereing'the cylinders`having their=axes; allinlthe lhorizontal *plane* Vvvhereinare also the?axesf lof 'and' extend transversely of thechass'is of the automotiveconstruction 'with which it" associated. n"Ihec'ylinders l0-are eachopen at both ends. They have cooling spaces I outside of the cylindercasting 9 between it and the wall of the intermediate section 4 of thecasing construction I. A cover plate I2 is bolted over the well withinwhich the cylinder casting 9 is placed and serves to securely hold thecylinder casting 9 in its place, and serves also to complete theenclosure of the cooling spaces II so that cooling water or liquid maybe circulated therein 'by any means, not shown, as in any engineconstruction. Conduit connections I3, Figure 6, serve as means forcirculation of such cooling liquid between the spaces II and any liquidcooling means, not shown Bolts I4 secure the cover plate I2 in place.

The cylinder casting 9 has an air manifold I5 formed therein and thisserves to deliver charging air through inlet ports I6, of each cylinderI0, the charging air being delivered at a pressure of say ten pounds orthereabouts, above atmospheric pressure, from the air blower I1 whichmay be of a Rootes type or any type which will deliver the requisitecharges of fresh air. The blower I1 receives fresh air by means of airport IB and has one shaft I3 which extends between the mitre gears 20,2|, and has another shaft 22 which is driven by means of the small spurgears 23 and 24, one of these being xed on the shaft I9 which serves notonly to drive the blower I1 but also serves as a synchronizing shaftbetween the crank shafts and 6, one of the mitre gears 20, 2|, being ingear with the mitre gear 25 on crank shaft 5 and the other mitre gear20, 2|, being in gear with the mitre gear 26 on the crank shaft 6. Mitregears and 26 are on the front ends of crank shafts 5 and 6. The cylindercasting 9 has formed in its Walls ports 21, in each cylinder l0 in itsside Wall, and all of these exhaust ports 21 deliver exhaust gases intoan exhaust manifold 28 which delivers to atmosphere at 29.

The crank shafts 5 and 6 are extended or have secured rotatively withthem to rotate on the same axes with them, one with each, primarytransmission shafts, 30 and 3|, respectively, one axially in alignmentwith crank shaft 5 and the other axially in alignment with crank shaft6, and each of these shafts extends rearwardly from the engine casingconstruction I, a sufiicient distance so that there may be mountedaxially on them the means hereafter described.

The primary transmission shaft 30 extends axially through a pair of axlebearing elements 32 and 33, respectively, there being, however,intermediately of the primary transmission shaft 30 and axle bearing 33,a secondary shaft 34 which is a tubular shaft extending over the shaft30 and co-axial therewith. The primary transmission shaft 3| extendsaxially through a pair of axle bearing elements 35 and 36, respectively,there being, however, intermediately of the primary shaft 3| and axlebearing 36, a secondary shaft 31, which is a tubular shaft extendingover the shaft 3| and co-axial therewith. The axle bearing elements 32and 33 are axially in alignment longitudinally of the chassis andlaterally removed from the central plane vertically of the chassis. Theaxle bearing elements 35 and 36 are axially in alignment longitudinallyof the chassis and laterally removed from the central plane verticallyof the chassis, but on the other side of that plane.

The axle bearing elements 32 and 33 are fixed to or formed respectivelyin the engine casting I and the transverse fixture 38. The axle bearingelements 35 and 36 are xed to or formed. re-

spectively, in the engine casting I and the trans'- verse xture 38. Thepair of axle bearings 32 and 33 have oscillably mounted on them the twobearing arms 39 and 40, respectively of a semiaxle 4I. The pair of axlebearings 35 and 36 have oscillably mounted on them the two bearing arms42 and 43, respectively of a semi-axle 44. The semi-axle 4I extendslaterally away t0- ward one side of the chassis, as shown in Figures 1and 2, and has rotatively mounted thereon, at its end, by means ofroller bearings 45, a road wheel 46 which has a pneumatic tire 41mounted thereon. The semi-axle 44 extends laterally away toward theother side of the chassis. as shown in Figures 1 and 2, and hasrotatively mounted thereon, at its end, by means of roller bearings 48,a road wheel 49 which has a pneumatic tire 50 mounted thereon. Thesemi-axles 4| and 44 lie in the same plane vertically of the chassis andtransversely of the chassis and the outer ends of each may movesubstantially vertically in that plane vertically of the chassis andtransversely of the chassis. The semi-axles 4I and 44 are of sufficientlength, that there is only a slight movement out of the vertical planeof the road wheels attached, but so that there are several inches ofmovement in the vertical plane, transversely of the chassis. Thepneumatic tires mounted on the road wheels have sufficient flexibilitythat this movement is permitted. In lieu of the type of wheel mountingshown any other means may be adopted.

The engine casing and crank case construction I has formed integrallywith it or firmly at tached to it, side arms or brackets 5| extendinglaterally on one side, and has side arms or brackets 52 extendinglaterally on the other side. The arms 5I are formed with or united witha side member 53, the latter being also formed with or united with thenear end of the transverse fixture 38. The side arms 52 are formed withor united with a side member 54, the latter being also formed with orunited with the near end of the transverse fixture 38. The transversefixture 38, together with arms 5| and 52 and members 53 and 54 form asomewhat rectangular frame, horizontally located, which supports theengine and crank case construction I, and also supports the automobilechassis side rails or frame members 55 and 56, to thereby support theassociated automobile body (not shown) for which the chassis is used, atits rear end or one end. The opposite or front end of the chassis is notshown, but may be of any type such as customarily used.

The side members 53 and 54 have laterally extending brackets 51 and 5B,respectively, which have bolts 59-60 placed through them and the chassisrails 55-56. The side members 53 and 54 also have spring brackets 6| and62, respectively, formed with them, and coil springs 63, 64,respectively, are placed between the brackets and the upper sides of thesemi-axles 4| and 44, respectively, whereby, the engine and casingconstruction I and the chassis rails 55-56, are yieldably supported onthe semi-axles 4I-44 and thereby on the road-wheels 46-49.

The road wheel 46 is driven by propeller shaft 65 which is rotatablymounted in bearings 66 in semi-axle 4| and has at its outer end anattached spur gear or dog-clutch 61 which fully engages an internal gear68 in road wheel 46. The inner end of propeller shaft 65 has xed thereonor formed therewith a mitre gear 69 which is always in engagement withtwo mitre driving gears 10 on the one side and 1I on the other side.'I'he other side.

`the converter impeller 90.

two mitre gears and 1| are rotatably mounted on the associated` tubularshaft or secondary shaft 34, but oat thereonA and arenot engaged withthe secondary shaft 34,*except when the intermediary double endeddog-clutch 12 is moved either way axially of the tubular shaft 34, bythe bifurcated end 13 of lever 14.I Thedogclutch 12 is by means ofsliding key-means 15,

Vpermanently in rotative engagement with tubular shaft, secondary shaft34.

The road wheel 49 isdriven by propeller shaft -16 which is rotatablymountedin bearings 11 `83 is moved either way axially of the secondary lshaft 31, by the bifurcated end 84 of lever 85.

`The dog-clutch 83 `is by means of sliding key- 'means 86, permanentlyin rotative engagement with tubular shaft orsecondary shaft 31.

The secondary' shafts^34 and 31 areeachextended rearwardly of thetransverse fixture 38 and its bearings and the primary shafts which `arethere internally of the vsecondary shafts, are extended so as to passcompletely through the secondary shafts 34- and 31, respectively, sothat the primary shaft .may have formed thereon or fixed in any mannerthereon, the fluid clutch kcasing member 81, and so that the primaryshaft .3| may have formed thereon or fixed in any manner thereon, thefluid clutch casing member 88.

The fluid clutch member 81 has formed therein a clutch impeller 89 andatthe opposite end The former drives secondary shaft 34 through runner orvane member 8| and the latter drives secondary shaft 34 through runneror vane member 92. Between the converter impeller 90 and its associatedrunner 92 there is placed the reaction vane member 93, and the latter isformed 'or fixed on the short tubular shaft 94 which extends outwardlyof the clutch casing and is statically fixed Ito transverse fixturemember 38 by flange 95 and bolts 96 so that reaction member 93 isstatic. Apertures 91 in flange 95 permit flow of liquid vunder someconditions through them from space 98 and thereby from ports 99 insecondary shaft and port |80 in primary shaft 30 and internal space |0I.The internal space I0|, which is 'tubular or cylindrical and formed inshaft 30, 4has slidable therein the valve member |02 which iscylindrical in form and permits rotation of the primary shaft 30 on it.The valve member |02 isslidable axially of the primary shaft 30 to bringits annular port |03 into juxtaposition Ports |04 and |05 are formed inthe sidewall of the primary shaft 30 and permit flowV from the conduit|06 formed in valve |02, throughport'l'03,

then through either port|04 or port=|05 into `the port |01 or |08,alternatively, andthereby intoannular space |09 or ||0 andi thereby toKeither the small control cylinders or rIIZ,

wherein are `slidable radially: vof casing :'81 the -fwitnports |04 inthe oneposiuon and/ports |05 165 1in the alternative position ofthevalve;

6 small control pistons ||3 or I I4, respectively. Ports |01 and |08 arein secondary shaft 34 andannular spaces |09 and ||0 and cylinders II'Iand H2 are formed in the material of the fluid clutch casingA 81. Thepistons 3 and I4 are normally held inwardly radially by means ofyieldable leaf springs ||5,.and IIE, respectively. Control pistons ||3and ||4, respectivelyv cover fluid delivery ports ||1 and ||8, theformer delivering to the converter and the latter delivering to thefluid clutch,fin their normal inwardl positions, and in those positions,they uncover discharge `ports ||9 and |20, respectively. Conversely, intheir outward positions, they open the delivery ports and dischargeports ||9 or |20 are covered. The pistons ||3 and ||4 act conversely inthis, however, with respect to their associated ports. Thus underpressure of discharge of liquid through the valve'member |02 fromconduit |06, the pistons ||3 or |I4 in the cylinders to ywhich thedischarge is made, will be moved outwardly by that pressure, and willthereby open either of the delivery ports and close the associateddischarge ports, which ports are asysociated'with the converter or withthe fluid clutch. The other' control pistons, that is ||3 or I4, willremain inward and the opposite conditionA will prevail in the meansrelated to them.

The clutch casing member 88 has formed therein clutch impeller 89B,converter impeller 903, runner or vane member Sla, runner or vane member92, reaction vane member 93a, control pistons ||3a and ||4a, and portsas described in connection with the clutch casing member 81, and acontrol valve member |02, similar to valve member |02. The clutch casingmember 81 with its parts is more particularly illustrated, on anenlarged scale, in Fig. 4. The clutch casing member 88 with its parts isidentical with that shown in Figure 4, and therefore is not again shownon enlarged scale and is not further described, except to state that itsparts are like those of the unit illustrated in Figure 4, and that itselements are designated by similar numerals but with the letter a added.Conduit Inte (not seen) is in |022 likewise.

The conduits |08 and |06, respectively are connected byright-angledvconduits or sections |2|, |22, respectively, with oneconduit |23 which lis slidable horizontally in cylinder |24 and receivesliquid by way of cylinder |24 from a liquid conduit |25, and the latterreceives liquid, as oil, from a pump unit |26, whenever the latter isdriven by electric motor |21 to draw liquid oil from supply conduit |28and deliver it by means of conduit |23, |2I, |22, |06, |08a to the fluidclutches of clutch casings 81, 88, in the one position of valves |02,|023, or to the converters of clutch casings 81, 88, in the alternativepositions of valves |02, |028. The supply conduit |28 may receive oilfrom any source of supply, as the bottom of the enclosing pan or shield|29, which substantially encloses the clutches.

The conduits |23, |2|, |22, |88, |0821, are movable as a unit to placevalve members |82, |029; in either of their alternative positions forcontrol, the valve members being formed with conduits |08 and |0621,respectively. The control unit is moved by means of a fulcrumed lever|30,

`pivotably mounted at I3 I, and having attached to -moved in eitherdirection, for control, by the '.operator.

The lever |30, isshown from above,

in Fig. 6, but it should be understood to be of such length, that itwill have the adequate movement at its lower end to perform the functionindicated, and lower end moves, freely, between collars |30@ The runnersor vane members 3| and 92 of casing 81 and 9|a and 922L of casing member88, are connected, 'the former pair to secondary shaft 34, and thelatter pair to secondary shaft 31, so that runners Si, 92, which are thedriven members, will drive secondary shaft 34, and the runners .CllrLand 92a, which likewise are driven members, will drive secondary shaft31. Driving torque, thus imparted to the secondary shafts 34 and 31,which is in opposite directions of rotation, will 'ce transmittedthrough either the two forward mitre gears 10 and 3|, respectively, ifthe double ended dog-clutches 'l2-33, are moved to their forwardpositions, or through the two rear mitre gears 1| and 82, respectively,if the double ended dog-clutches 'I2-33 are moved into their rearwardclutching positions, that is, with respect to the mitre gears. In theone position, of the dog-clutches 12 and 33, the larger mitre gears E9and 8G, of propeller shafts 65 and 16, will be driven in the directionfor forward driving, that is the same direction, and in the alternativepositions, the larger mitre gears 69 and S0, of propeller shafts 65 and1E, will be driven in the direction for rearr-/ard travel of theautomobile chassis, that is in the same direction. The road-wheels 4Eand will correspondingly be driven in the directions for forward andrearward travel.

The double ended dog-clutches 'iii and are moved in unison, eitherforwardly or rearwardly of the chassis, by means of their associatedlevers 14 and 85, and these are given that movement in unison by the oneslidable rod slidable in mounting |34, and the rod |33 by its afiixedpost |35, and the control rod |35 mounted thereon by its near end. IEhecontrol rod |36 is extended forwardly of the chassis to any locationwhere it will be convenient to the operator for control, so that theoperator thereby secures the control necessary for forward travel, orreverse travel of the automobile chassis.

One of the engine crank shafts by means of mitre gear |31 drives theshaft |38 of a pump and distributor means which draws liquid fuel fromsupply conduit |39 (from any source), and discharges it by way ofcondirits iz, one for each engine cylinder, to the individuallyassociated fuel injection nozzles lill, of which there are three, eachdischarging, in accordance with the combustion cycle of the enginemeans, into one of the engine cylinders i0, of which three are shown.ihe engine may have any type of spark ignition means, diagrammaticallyshown as |42, one for each cylinder, although it may operate on a dieselcycle. It may have any type of electric or other starting means, thisnot being shown, as it may be of any of the well known types.

The double ended dog-clutches 12 and 83 may be placed in the neutralpositions, whereby the engine is free of any retarding restraint and maybe started in this condition. When the engine is started in operation,the blower I1 will draw atmospheric air and deliver it to the enginecylinders I3 through the ports described. The operator may by any fuelcontrol means |43 control the fuel supply. To start the automobile, theoperator increases fuel supply to the engine fuel injection nozzles, andplaces the conduits |03, |236a and the valve members ||l2||l2a inposition, preferably for the converter drive through the converterrunners to the secondary shafts 34 and 31, and he thereupon orpreviously, places dog-clutches 12-83 in the direction for forwardtravel, or conversely in the direction for reverse travel, and if hethen further increases the engine power by the fuel supply, the enginecrank shafts will drive through primary shafts 30 and 3 I, respectively,.to secondary shafts 34 and 31, by means of the fluid converter drivesin casings 81-88. This drive will be at multiplied torque by the torqueconverting means in casings 81-88, and travel speed will increase. Whensufficient speed has been attained, he may convert the drive to the moredirect or efficient uid clutch means in casings y81-88, and thereuponthe drive will be from the primary shafts 3-3l through the fluidclutching means described to the secondary shafts. ln either drive thesecondary shafts will drive through the selected mitre gears lil-8|, or1|-82, and thereby to the larger mitre gears 69 and B, and therebythrough propeller shafts 65 and '15, respectively to the road wheels46-49. In the driving over uneven ground the semi-axles, may have osci1-lation through a few degrees on the axis of the bearings therefor, whichis the same as the axes of the primary shafts 30 and 3|. Through themedium of the converter or uid clutches this oscillation is readilyabsorbed without transmission to the engine crank shafts.

Referring now to the modified form of my device shown in Figure 7, thisfigure shows especially a different mounting of the road wheel propellershafts. In this form the propeller shafts and 16, respectively, are byuniversal joints 544 and |45, flexibly connected with short drive shafts|66 and |41, respectively, and the latter are attached or formedintegrally with mitre gears 69 and 30, one to each mitre gear. Thelatter are in permanent engagement with the two pairs of mitre drivinggears 'i6-1| and 8 |-82, respectively, as in the first form described.The last named pairs of mitre gears are engaged for forward or reversedriving, by the double ended dog-clutches 12 and 83, respectively, andthe latter are controlled by lever means as in the first form, wherebythe dogclutches I2-83 may be moved forwardly or rearwardly in unison.|The semi-axles as shown in the first form, are not in this form mountedon the bearings wherein the primary shafts are mounted, that is .theyare not shown with any specific mounting means, but in this case theremay be any type of semi-axles for supporting the road wheels or any suchsupport means, and this support for the road wheels is not shown. Thepropeller shafts t5 and 1G of this form may be connected by any means,such as is commonly used, to the road wheels for driving the roadwheels, the one propeller shaft 5 driving one road wheel and the otherpropeller shaft 16 driving the other road wheel, at the other side ofthe chassis. It should, however, be understood that the propeller shafts65 and T6 are road wheel driving shafts, each driving one road wheel.

In this form the drive means between the primary shafts 30-3I, and thesecondary shafts 34-31, is not of the same type, as that shown in thefirst form. In this form, primary shafts 30-3| respectively, driveily-wheel members Mil-|49, and the latter have clutch faces |50, and |5|and intermediate axially movable clutch disks |52, |53, and the latterin one position, engage direct drive disks |54, |55, and in thealternative positions engage the indirect or low speed 9u meansfth-roughthe friction disks1|56,' |51. Disks |.t'4',|55l are alsovfriction driving disks. In the rst named position the. drive isdirectthrough the friction` drive from. each primary shaft 35 and-.31,to the secondary shafts 34-31.

Inrthe r.positionforindirect driving, the disks |56, |51 areengaged,,with theprimary shafts 30-3|, and the drive is then to theclutchl cas-vings- |58, |59with which disks |56, |51 are permanently engaged. Theclutch casings 158,156 have impellors |60, |6|, runners |62, |63andreaction vane means |64, |65. The latter are through one-.way clutchmeans |65, |61 engaged with fixed ,shafts |68, |69, or disengagedtherefrom. The runners |62, |63 through roller one- Way clutches |10,|1|, will drive secondaryA shafts 34, 31, respectively, or may bedisengagedztherefrom in direct driving.

The intermediate disks i52, |53 are moved axially by means of engagingrods |12, |13, and theflatterv .are moved either way yby fulcrumedlevers |14, |15, fulcrurned on pivots |16, |11, and the inner ends of-levers |14, |15 arey moved either direction axially, of the primaryshafts 30-3 I, by means of coil springs |18, |19, which move themone-way, and thrust disks |8|3-|8| on rods |82, |83, respectivelyslidable axially in shafts 30-3 The thrust disks |80|8| are engaged bybearing means |84, |85 between them and ypistons |86, |81, the lattervbeing reciprocable axially of primary'shafts 30-3|, within cylinders|88, m9, to which liquid may flow under pressure to one side of thepistons, by conduits |90 from liquid pressure conduit |9|, according tothe control exercised by the operator through a control valve |92,vwhich in Vone position will permit flow from supply conduit |9| toconduits |96 and thereby to -cylindersHB, |89 and in the other positionwill release liquid from `conduits |90to lay-pass conduit or releaseconduit |93. The kvalve |92 is controlled by means of flexibly attachedcontrol rod |94 which is extended to any position for- Wardly of thechassis for control by the operator. This form of my device has enginecylinders li) as in Vthe first form wherein pairs of 'pistons |a| Ilenreciprocateand drive the primary shafts StL-3| in opposite directions.Connecting 4rods Mib-Hlb connect the pistons flexibly with crank shaftsand 6. Short shafts |46-I41 rotate in xed bearings |95, |96,respectively. Illa-l!)2L are in pairs in the cylinders of the rst formand are connected by connecting rods ||Ib|||b with crank shafts 5 and 6,respectively. Crank shafts 5 and 6 rotate oppositely in both forms ofthe device.

I have shown specific devices and combinations of devices butcontemplate that other detailed devices and combinations may be used inthe realization of my invention, without departing from the spirit andcontemplation thereof.

What I claim is:

1. A power transmission means for automotive vehicles, comprising: apair of road wheels, a pair of propeller shafts each connected with oneof the road wheels for driving it and each rotating in a planesubstantially in alignment with each other and transversely of thevehicle, a pair of tubular transmission shafts each placed at rightangles to said propeller shafts and spaced apart from each other in ahorizontal plane, a pair cf driving gears on one of said transmissionshafts and a pair of driving gears on the other of said transmissionshafts, a positive clutching means for the one pair of driving gears anda positive clutching means for the other pair of driving Pistons 10'gears peach -o'fA said positive clutching means providing :for clutchingeither jof i its. associated` pair. of :driving gears to-its associatedtransmission shaft, meansrin cooperation with each of said propelleryshaftsr for lconveying driving torque from either of said drivinggearsof oneof said pairs .ofydriving gears to the propeller shaft,.a'

Ipair yof engine crank shaftseach lhaving an .ex-.-

tension primaryshaft extended through one of said tubular rtransmissionshafts and in axial alignment therewith, a pair of variable ratio torquetransmission means having location at one side ofv the axesof saidpropeller shafts one transmitting drive from one extension primary shafttoits associated'tubular transmission shaft andl the othertransmittingdrive from the otherv extension primaryshaft .to its associated tubulartransmission shaft, an engine cylinder means having its `vcylindersdisposed transversely of said crank shafts and having location at theside of said axes of said propeller shafts opposite to said first namedside, pairs of engine .pistons one pair in each engine cylinder,connecting means between one piston of-each said lpair and one of saidcrank shafts and connecting means between the other piston of each saidpair and the other of said crank shafts.

2. A power transmission means for automotive vehicles, comprising: apair of road wheels, a pair of propeller shafts each connectedwith oneof the road wheels-fordriving it andeachv rotating in a planesubstantial-ly in alignment `with each other and transversely of thevehicle, apair of tubular transmission shaftsgeach rplaced at rightangles to said propel-lershafts and spaced apart from each other inahorizontal plane, a pair of drive gears one on each -of said tubulartransmission shafts and a pairof driven gearsone on each of saidpropeller shafts one gear of each pair in engagement with one oftheother pair, ra pair of engine -crank shafts leach having `an ex-`tension primary shaft extendedthrough vone of said tubular transmissionshafts and in axial alignment therewith, a pair of variable drivinghydrokinetic devices having location at one Yside of the axesoffsa-idpropeller shafts-one offsaid devices providingdrive between oneextension primary shaft and its associated tubular transmission shaftand the other of said devices providing drive between theother extensionprimary shaft and its associated tubular transmission shaft, enginecylinders and associated pistons having location at the side of saidaxes of said propeller shafts opposite to said rst named side, each saidengine cylinder having a pair of said pistons reciprocable therein oneof each of said pairs of .pistons having connection with one of saidcrank shafts and the other of each of said pairs of pistons havingconnection with the other of said crank shafts.

3. A power transmission means for automotive vehicles, comprising: apair of road wheels, a pair of propeller shafts each connected with oneof the road wheels for driving it and each rotating in a planesubstantially in alignment with each other and transversely of thevehicle, a pair of tubular transmission shafts each placed at rightangles to said propeller shafts and spaced apart from each other in ahorizontal plane, a pair of driving gears on one of said transmissionshafts and a pair of driving gears on the other of said transmissionshafts, a positive clutching means for the one pair of driving gears anda positive clutching means for the other pair of driving gears each ofsaidpositive clutching means providing for clutching either of itsassociated pair of driving gears to its associated transmission shaft,means in cooperation with each f said propeller shafts for conveyingdriving torque from either of said driving gears of one of said pairs ofdriving gears to the propeller shaft, a pair of primary shafts eachextended through one of said tubular transmission shafts, a pair ofvariable ratio torque transmission means having location at one side ofthe axes of said propeller shafts transmitting drive from one primaryshaft to its associated tubular transmission shaft and the othertransmitting drive from the other primary shaft to its associatedtubular transmission shaft, an engine means having rotatable drivingTmeans in rotatable driving engagement with each of said primary shaftsto transmit driving torque thereto, the said engine means and itsrotatable driving means having location at the side of the said axes ofsaid propeller shafts opposite to said first named side.

4. A power transmission means for automotive vehicles, comprising: apair of road wheels, a pair of propeller shafts each connected with one0f the road wheels for driving it and each rotating in a planesubstantially in alignment with each other and transversely of thevehicle, a pair of tubular transmission shafts each placed at rightangles to said propeller shafts and spaced apart from each other, a pairof drive gears one on each of said tubular transmission shafts and apair of driven gears one on each of said propeller shafts one gear ofeach pair in engagement with one of the other pair, a pair of primaryshafts each extended through one of said tubular transmission shafts, apair of variable driving hydrokinetic devices having location at oneside of the axes of said propeller shafts one of said devices providingdrive between one primary shaft and its associated tubular transmissionshaft and the other of said devices providing drive between the otherprimary shaft and its associated tubular transmission shaft, an enginemeans having rotatable driving means in rotatable driving engagementwith each of said primary shafts to transmit driving torque thereto, thesaid engine means and its rotatable driving means having location at theside of the said axes of said propeller shafts opposite to said firstnamed side.

5. A power transmission means for automotive vehicles, comprising: apair of road wheels, a pair of propeller shafts each connected with oneof the road wheels for driving it and each rotating in a planesubstantially in alignment With each other and transversely of thevehicle, a pair of tubular transmission shafts each placed at rightangles to said propeller shafts and spaced apart from each other in ahorizontal plane, a pair of driving gears on one of said transmissionshafts and a pair of driving gears on the other of said transmissionshafts, a positive clutching means for the one pair of driving gears anda positive clutching means for the other pair of driving gears each ofsaid positive clutching means providing for clutching either of itsassociated pair of driving gears to its associated transmission shaft,means in cooperation with each of said propeller shafts for conveyingdriving torque from either of the driving gears of one of said pairs ofdriving gears to the propeller shaft, a pair of primary transmissionelements each extended through one of said tubular transmission shaftsand variable and yieldable drive means between each of said primarytransmission elements and one of said tubular transmission shafts,engine means to convey driving torque to each of said primarytransmission elements, the said pair of variable and yieldable drivemeans having location on the one side of the axes of said propellershafts and said engine means having location on the other side of theaxes of said propeller shafts.

ADOLPHE C. PETERSON.

References Cited in the file of this patent UNITED STATES PATENTS NumberName Date 1,254,057 Moore Jan. 22, 1918 1,654,924 Douglas Jan. 3, 19282,255,773 Heftler Sept. 16, 1941 2,328,141 Haltenberger Aug. 31, 19432,347,444 Vincent Apr. 25, 1944 2,448,345 Aronson Aug, 31, 1948

